The BYD Atto 3 — Yuan Plus in the Chinese market — uses BYD's own Blade battery: long-format LFP prismatic cells with a cell-to-pack architecture that is fundamentally different from every European EV pack we integrate.
Summary. BYD Atto 3 (Yuan Plus) packs are available in two capacities: 50.12 kWh (2021+ Standard) and 60.48 kWh (2022+ Extended). Both use BYD's proprietary Blade cells — long-format LFP prismatic cells acting as their own structural members. 96 cells in series, nominal ~410 V, operating window 300–450 V. LFP chemistry gives 3000+ cycle life. The original BYD BMS is retained; the BMS-EV controller reads the vehicle CAN and re-encodes for the target inverter.
| Variant | Capacity | Years | Range (WLTP) | Weight |
|---|---|---|---|---|
| Atto 3 Standard | 50.12 kWh | 2021+ | ~345 km | ~445 kg |
| Atto 3 Extended | 60.48 kWh | 2022+ | ~420 km | ~475 kg |
BYD's Blade cell is a long-format prismatic LFP cell (roughly 960 mm × 90 mm × 14 mm) that doubles as a structural rib in the pack tray. There are no traditional modules — the cells are bonded directly into the pack casing (cell-to-pack, CTP). This gives:
LFP chemistry does not suffer thermal runaway in the same way NMC/NCA does. Nail-penetration tests on a Blade cell produce localised heating (~60 °C surface) but no fire propagation. For residential storage this is a significant safety advantage over NMC packs of similar capacity.
BYD's BMS is designed and manufactured in-house (unlike most Chinese OEMs who buy from CATL or LG). The master unit sits at one end of the pack and communicates with distributed slave PCBs bonded to the Blade cell tabs. All cell voltage, temperature and current monitoring is proprietary and undocumented publicly — the BMS-EV firmware reverse-engineers the CAN payload.
| Inverter | DC input range | Notes |
|---|---|---|
| Deye SUN HP3 | 160–800 V | Native BYD-Box protocol — cleanest integration |
| SOFAR HYD KTL-3PH | 180–750 V | BYD-Box emulation |
| GoodWe ET / EH | 200–650 V | BYD-Box emulation |
| SolaX X3 Hybrid G4 HV | 180–650 V | BYD-Box emulation |
| Sungrow SH-RT | 200–800 V | Native BYD support |
| Fronius GEN24 Plus | 150–500 V | Requires BYD Battery-Box profile |
LFP chemistry has fundamentally different thermal stability characteristics than NMC/NCA. Under mechanical abuse, LFP cells release less energy and do not enter runaway thermal decomposition the way NMC/NCA does under equivalent conditions. Nail-penetration tests on a single Blade cell show no fire propagation.
No. Cell-to-pack construction bonds the cells structurally into the tray. Splitting the pack destroys its mechanical integrity and voids all safety guarantees.
410 V is top-of-charge under specific temperature and SoC; 307 V is 3.2 V × 96 cells nominal LFP. Both are correct for different definitions. Operating range is 260–390 V under load.
Not officially. Warranty ends once the pack leaves the vehicle. However, the BYD BMS was engineered to be robust and the pack is well-suited to stationary use.
LFP chemistry delivers 3000+ full-equivalent cycles to 80% remaining capacity. A used Atto 3 pack with ~90% SoH should provide 2500+ residual cycles.
For residential C-rates below 0.5 C, no. For sustained fast charging or high-power backup applications, keep the coolant loop connected with a small circulation pump.
Any inverter that supports BYD Battery-Box natively (Deye HP3, Sungrow SH-RT, Fronius GEN24 Plus). The BMS-EV firmware translates vehicle-CAN into BYD-Box CAN, which the inverter already understands.
Technically yes with a series-parallel combiner and a supervisory controller, but this is a custom project — the standard BMS-EV controller handles one pack.
| Parameter | Value | Source |
|---|---|---|
| BYD Atto 3 / Yuan Plus pack | 50/60 kWh Blade LFP | BYD Atto 3 Wikipedia, dalathegreat/Battery-Emulator BYD Atto 3 wiki |
| Chemistry | LFP (Blade cells) | BYD official product documentation |
Sources verified 2026-09-18.